Traction-increasing device.



No. 639,483. Patented Dec. l9, I899. S. WOODALL.

TRACTION INCREASING DEVICE.

(Application filed Apr. 26, 1899.)

(No Model.)

*rAfrns lUiTn it tries,

PATENT TRACTION-INCREASING DEVICE.

SPEGIFIGATlZON forming part of Letters Patent no. 639,483, dated December 19, 189;.

Application filed April 26, 1299. Serial No. 714,582. (No model.)

To 60% whom, it may concern:

Be it known that I, SAMUEL WOODALL, a citizen of the United States, residing at Binghamton, in the county of Broome and State of New York, have invented certain new and useful Improvements in Traction-lncreasing Devices, of which the following is a specification.

My invention relates to improved apparatus for increasing the tractive power of locomotives when occasion requires without materially increasing the dead-weight to be carried; and it consists in an arrangement of poweroperated levers by means of which the weight of its tender and contents may be transferred to the fulcrum-points of the levers. located above the driving-wheels of the locomotive, said levers and their connections to the tender being so arranged as not to interfere with the locomotive and tender when at an angle to each other in passing around curves.

In the accompanying drawings, which illustrate my invention, Figure l is a side view of a locomotive and tender with my improved traction-increaser attached. Fig. 2 is a top plan View of the same, the locomotive and tender being upon a curve and the tender being indicated in dotted lines; and Fig. 3 is a detail view showing the steam-cylinder for operating the levers and the connections of the levers to the piston bf the cylinder.

Referring to the drawings, 1 and 2 indicate a pair of levers, preferably made of sheet steel, arranged upon either side of the locomotiveA and extending from end to end thereof, said levers being fulcrumed upon trunnions 3 and 4, projecting laterally from a saddle-plate 5, the latter being secured to and extending over the locomotive-boiler above the driving-wheels. The levers l and 2 are similar in construction, their greatest breadth being in line with the fulcrum-points, from which points they taper in both directions, as shown. Suitable guides 5 and 6 are provided near the opposite ends of each lever, within which the levers may oscillate vertically, said guides being attached to the locomotive at convenient points. The forward ends of the levers are connected by a cross-bar 7. A steam-cylinder 8 is vertically arranged upon the forward truck of the locomotive in front of the boiler, and a piston-rod 9,

attached to a suitable piston withiirsaid cylinder, is connected to the cross-bar '7, so that when steam is admitted to the upper end of the cylinder the piston-' rod will draw the forward ends of the levers downward and elevate the rear ends. The piston-rod and the cross-bar are yieldingly connected together by means of a spring 0011- nection. As shown, the piston-rod extends through an opening in the crossbar, and it is provided with a nut 10 and a washer 11, between which and the bar is arranged a spring 12. Steam is applied to the upper end of the cylinder by a pipe 13, (shown only in part,) which extends to the locomotive-cab and is provided with a suitable valve under the control of the engineer. A small exhaust pipe 14 is connected to the cylinder near its upper end and extends to the Smokestack of the locomotive. This pipe 14 is forthe purpose of permittingasmall but continuous exhaust from the cylinder when steam is applied, so that the cylinder and pipe 13 will.

not become filled with the water of condensation.

The levers l and 2 are supported upon the trunnions outside of the foot-board 15 of the locomotive, so that they do not interfere with the fireman or engineer when it is necessary for either of them to go forward upon the engine, and they do not extend far enough beyond the sides of the engine to interfere with engines upon opposing tracks equipped with my device, there being a clearance of four or five inches between such engines.

Arms 16 and 17 are connected to the rear ends of the levers 1 and 2, respectively, by hinges 18, so that said arms may swing laterally. A horizontal rod or shaft 19 extends transversely beneath the tender and is suitably secured thereto, and' a pair of rods or links 20 and 21 are pivotally connected to the opposite ends of said rod and to the extremities of the hinged arms 16 and 17, respectively. The hinges 18, as shown, are located between'the locomotive and tender, and the upward inclination of the levers and downward inclination of the arms form arches under which a person may readily enter the cab of the engine.

The operation of the apparatusis as follows: When it is desired to increase the weight upon the driving-wheels, steam is admitted to the upper end of the cylinder 8 through the pipe 13. The piston-rod 9 and the forward ends of the levers are thereby forced downward, raising the rear ends of the levers and the arms 16 and 17. The upward pull of the arms upon the shaft 19, exerted through the medium of the links 20 and 21, will transmit the weight of the tender to the trunnions 6, located over the driving-wheels. This will be the condition as long as steam-pressure is applied to the cylinder, and when the steam is shut off the parts will resume the position shown in Fig. l, and the additional weight of the tender will be no longer carried by the locomotive. The shaft 19 is preferably arranged back of the center of the tender, so as to take advantage of the weight of the fuel in the rear of the tender.

The spring 12 is for the purpose of taking up the strains which may be caused by reason of sudden relative variations in the height of the forward and rear parts of the locomotive and of the tender when passing over low joints or other uneven places in the rails and also to hold the parts taut at all times and prevent rattling.

By the arrangement of the laterally-hinged arms and the links connecting them with the lower part of the tender no interference is offered when the engine and tender are at an angle with each other in passing around curves, as indicated in Fig. 2. When the engine is passing around a curve, as indicated in this figure, the engine and tender will assume an angular relation to each other, and the hinged arms 16 and 17 will likewise assume angular relations with their respective levers 1 and 2. The position of the bar 19 with relation to the ends of the hinged arms likewise becomes changed, the end of the bar upon the inside of the curve being in advance of the end of the hinged arm upon that side and the end of the bar upon the outside of the curve being in the rear of the end of the hinged arm upon the outer side of the curve. When passing around a curve to the left therefore, as indicated in Fig. 2, the arm 17 will force the upper end of the link 21 backward, and the arm 16 will pull the upper end of the link 20 forward, so that said links will incline in opposite directions. In passing around a curve to the right the relation between the bar 19 and the ends of the hinged arms will become changed, so that the links 20 and 21 will incline in the reverse directions. It will be noted that in either case the leverage upon the tender is notrnaterially changed.

My improved traction-increasin g device,besides being simple and effective, is adapted to be applied to any ordinary locomotive without necessitating changes in the construction of the same.

Having described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In a traction-increaser for locomotives, a pair of levers arranged on either side of the locomotive and extending from end to end thereof, a saddle secured to the locomotive above the driving-wheels and having trunnions upon which said levers are fulcrumed, arms hinged to the rear ends of said levers and adapted to swing laterally, links pivotally connected to the bottom of the tender and to said arms, a steam-cylinder located at the forward end of'the locomotive, and a piston-rod connected to the forward ends of said levers and adapted to be depressed by the steam within the cylinder.

2. In a traction-increaser for locomotives, a pair of levers fulcrumed on either side of the locomotive above the driving-wheels, and extending to the rear end thereof, arms hinged to the rear ends of said levers and adapted to swing laterally, a shaft extending transversely beneath the tender, links pivotally connected to the ends of said shaft and to said arms, a piston-rod connected to the forward ends of the levers, and a steam-cylinder for operating said rod, substantially as described.

In a traction-increaser for locomotives, a pair of levers fulcrumed on either side ofzthe locomotive above the driving-wheels, and extending from end to end of the locomotive, arms hinged to the rear ends of said levers and adapted to swing laterally, links pivotally connected to the bottom of the tender and to said arms, a steam-cylinder located at the for-- ward end of the locomotive, a piston operated by said cylinder, and a spring connection between the piston and said levers, substantially as described.

In testimony whereof I afilx my signature in presence of two witnesses.

SAMUEL WOODALIJ.

NVitnesses:

ROBERT WATSON, M. F. SANDo. 

